Metal-door construction



K. J. TOBIN ET AL METAL DooR CONSTRUCTION 4 Sheets-svneet 1 Firled Dec. l5, 1924 ,wiki

Nov. 2 1926.

K. J. TOBIN ET AL METAL DOOR CONSTRUCTION Filed Dec. 15, 1924 #sheets-snaai 2 .m im ma @um im killllu Momo-1 Nov. 2 926.-

K. J. TOBIN'ET AL METAL DOOR CONSTRUCTION Filed DSC. l5 1924 4 SheetSO-Shee't I5 l 9,9.. IGI 0 Nov. 2 1926.

K. J. TOBIN ET AL METAL DOOR CONSTRUCTION l 4 Sheets-Sheet 4 Filed Deo. l5, 1924 Patented Nov. 2, 1926.

UNITED STATES PATENT oFF-ICE.-

KENNETH J. TOBIN ANI) WILLIAM W. DARROW, OF CHICAGO, ILLINOIS, ASSIGNORS TO CAMEL COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION-OF ILLINOIS.

METAL-DOOR CONSTRUCTION.

Application led December 15. 1924. Serial No. 755,823.

This invention relates to a metal car door and suspension therefor.

The dii'liculty heretofore encountered iii the attempts to use metal car doors existed in the fact that they did not combine the proper strength and lightness of weight, and could not be economically constructed. On account of the strain arising from the pressure of the lading within the car and the severe usage to which such doors are put, it is necessary that they be made exceptionally strong. The excessive weight of the doors heretofore constructed and their lack of proper weatherproofing features has rendered the same impractical.

It is an object of this invent-ion to provide a practical car door that combines the requisite rigidity, durability and light-ness of weight, that can be economically manufactured. and that is not likely to become distorted so that it will cause a binding when open' or closed.

It is a further object of this invention to provide a metal door having a smooth or plain inner surface to reduce the possibility of the lading within the car that may come in contact with the door from interfering with or obstructing its operation.

lt is a further object of this invention to provide an etlicient weatherproofing construction in connection with such a door that will draw and maintain the same in close relation with the car.

lVit-h these and other obj eets in view which will become more apparent in the following description and disclosures, this invention comprises the novel structure and combinations hereinafter described and more particularly pointed out and defined in the appended claims.

ln the accompanying drawings which il-"" lustrate a preferred einbodirnentof this invention 'and in which similar reference numerals refer to similar `features in the different views. Y

Figure 1 is a fragmentary side elevational view of a freight car illustrating a sliding door construction involving this invention.

Figure Q'is an enlarged top plan view of the door.

Figure 3 is an enlargedl broken horizontal sectional View upon'` the line III--III of Figure 1.

Figure 4 is an enlarged fragmentary elevational View of a part of the door illustrating the anti-friction rolls and with parts broken away to show the door panel.

Figure 5 is an enlarged side elevational view of the door with parts broken away.

Figure 6 is an enlarged broken sectional view upon the line VIHVI of Figure l.

Figure 7 is a fragmentary perspective view illustrating certain features.

Figure 8 is a slightiinodiication in section of a certain part of the door construction illustrating weatherproong features.

Figure 9 is a fragmentary plan view of a slightly modified forni of dooi' construction.

Referring now to the drawing which illustrates one embodiment of this invention, it will be observed that the metal car door comprises a frame consisting of a lower T- bar l having outwardly projecting indenture portions 2 on its depending iangc for engagement with the usual guides ll-oii the lower side of the car; a front angle -l which has a rearwardly projecting and outwardly inclined flange 4 which wedges against the rearwardly extending and outwardly inclined flange 5a of a vertical angle bar 5 secured to the front post -for drawing the door inwardly; a. vertical rear angle 6 having a forwardly extending flange 6 which terminates in a rearwardly extending terminal 6" which is adapted to slide against the in warfdly inclinedflange 73 of al channel '7 secured to the dooi' post and facing rear- \vaid; the inclined fla-nge 6a contacting the outer flange 7l of the channel wliicli'lias an enlargement for t-his purpose; and an upper Z--ba'i 8. lhesel'ineinbers are suitably sccured togjether and T-bars 9 extend in spaced relation etween the angles 5 and 6 for supporting adjacent margins of panel sections as will later appear. It will be noted with reference to Fig. 3 that when-the door is in closed position, the front end of the front angle 4 is spaced a distance from the attaching flange of the cooperating angle bar 5 and does not strike the saine. This structure will always insure a proper wedging action even thoughA there should be a wearing or distortion of parts. There will also consequently he a certain amount of resiliency with respect to the wedging parts.

The door panel consists of a plurality of sections l0. Each section consists of an iiiiier fiat,- ply and an outer outwardly cor- In the present instance., the intermediate` corrugated portion of each sheet, which constitutes the outer ply, is substantially equal to an uncorrugated end portion, thereby constituting substantially the intermediate third of the sheet after corrugation. The major portion of each uncorrugated end portion is then folded over and superposed upon the back of the sheet as clearly shown in Figure 3. rThe ends of the superposed portion are brought into overlapping relationand riveted to the corrugated portion. These uncorrugated superposed portions form the inner ply of the panel sections and greatly strengthen the same. It will be noted that the flat end portions are folded at points spaced from the end corrugations to provide suitable flat portions for attaching the panel sections to the door frame.

In the present instance the door panel consists ot' three such sections; the lower panel section lits in the space defined byk the T-har l and the adjacent T-bar 9, and its margins are riveted to the anges of these T -bars and itsends are respectively riveted to the front and rear angles 4 and 6. The next panel section 10 is secured in a similar way between the T-bars 9, and the upper panel section 10 is secured between the upper. T-bar 9 and the Z-har 8 by being riveted to the flanges thereof and to the flanges of the front and rear edge angles. The corrugations of these panel sections fit between the outstanding fianges of the T- bars and the ends thereof abut these outstanding flanges, except the upper end of the upper panel section which abuts the web of the Z-bar 8. It will obviously be appreciated that the ends of these corrugations have a bracing effect against the flanges of the T-bars and as the securing rivets of the panel sections extend through a double thickness of metal, there is little liability of the panel sections tearing at the rivet holes.

A modified form of T-bar 9* (Fig. 8) having a depending lip 9". upon the margin of its outstanding flange may be used that overlaps the lower corrugation and more effectively sheds the rain and weather elements. W'here lips 9b are not provided on the T bars, the inner ply may be crimped over the top edge of the outer ply as indicated at 16 in Figure 7, to prevent the rain and weather from entering.

In the structure shown in Figures 1 to 8 the corrugations of the door panel extend vertically and the corrugations of the sections are in alinement whereby the rain may he quickly carried oil. However, in some cases it might he desirable to have the corrugations extend horizontally and in Figure 9 we have illustrated such a structure, the adjacent panel sections lOabeingl ot' double thickness as before described and being riveted to the T-bars 9, the horizontal corrugations extending parallel to the T-bars.

novel form of supporting means has heen provided for pivotally supporting the door in balanced position and w-hich allows the same to be-tilted in the plane thereof to assist in opening and closing the same. This supporting means consists of a single hanger 1l secured to the upper central apart ot' the door and projecting thereahove, and overhanging a supporting track 12 which consists of a Z-bar having a depending flange overlapping the upstanding flange of the Z-har 8 in combination with a roller 13 journallerl in this hanger and adapted for traveling on the tracl l2. This roller and ils hanger are 1so positioned that the Vdoor will be supported in balanced position.

Adjacent each eno of the upper Z-har 8 of the door, there is supported an anti-friction element ltwhich consists of a roller having its spindle' supported in the upstanding flange ot' the Z-har 8 and in the up` standing fiange of aI lug l5 secured to the web of the said Z-bar. ln the balanced position of the door these anti-friction roll:- are spaced a short distance below the track l2 as shown in Figure 6. The roll 'lf which is the sole. means for supporting the door acts as a Apivot so that the door can pivot thereon or be tilted in the plane thereof in accordance with the clearance hetwcen the anti-friction rollers l-l and the track; these rolls 14- hence limit the tilting nio-'rement of the door and confine the same within desirable limits and absorb the friction that Would arise it the door contacted the track.

It will be appreciated that on account of the single pivotal support for the door there is little likelihoodvof a binding effect arising between the car and door due to the distortion of the car during travel. Further, as the door can he readily tilted on its pivotal roller support to a limited extent, it can be readily .loosened if there should be a slight binding between it and the car. It should also be observed that such tilting of the door in its plane will assist in the operation of the door from any position. However, the subject matter vo this hanger and manner of supporting the door is nei' Utl for overcoming the usual binding effect.

We are aware that numerous details of vconstruction may be varied through a wide,

range without departing from the principles of this invention and we therefore do.

ing a lower T-bar having an outstanding flange, and a plurality of flanged members in spaced relation to said T-bar, each of said members having an outwardly directed flange, in combination with corrugated panel v sections supported by said bar and members with the corrugations thereof extending between said flanges.-

2. In a car door.' a frame comprising a pair of outwardly flanged members in spaced relation, a panel section between usaid members, said section comprising a flat inner ply and an outer corrugated ply. the corrugations of said outer ply extending lengthwise between said flanges.

3. Inl a freight car having a doorway, a sliding door mounted in said doorway, a rear edge angle cn said door having an inwardly and forwardly inclined flange with a rearwardly inclined terminal and a cooperating channel member at the rear end of said doorway adapted for contacting relation with said inclined flange and terminal.

4. In a metal car door, a frame comprising an upper Z-bar and a lower T-bar connected by side members having deformed flanged portions for weather proofing purposes, T-bars in spaced relation on said side members, and panel sections secured to said frame.

5. In a metal car door, a frame comprising an upper flanged member and a lower flanged member, side angle bars with deformed flanges connecting said members, and two-ply panel sections secured to said angle bars and members.

6. In a metal car door, a frame comprising a pair of vertically spaced members having outwardly directed flanges, a panel section having outwardly extending corrugations secured between said 1'members with the ends of the corrugations abutting said flanges, said outwardly extending flanges having beads depending over said corrugations.

7.4 In a car door structure, a pair of opposed frame members having outwardly dlrected flanges a panel section between said members, said section comprising an outer corrugated ply having flat end portions folded under saidcorrugated ply, the ends of the corrugations of said. panel abutt-ting said anges. v 8. In a metal car door structure, a panel section comprising an outer corrugated ply having integral fiat portions folded under the outer ply for reinforcing the same, and means connecting the ,folded portions to the outer ply. i I l 9. In a freight 'car having a door-way, a sliding door mounted in said door-way, a rear edge angle on said door having an inwardly-directed 'and deformed flange, and a cooperating channel member at the rear end of the doorway, an 'intermediate point.` of said deformed... flange contacting one flange of said channel and the inner portion thereof contacting the other flange of said channel when-the door is in closed position.

10. In a house car having a doorway with a jamb at one end of said door way, an angle bar having a flange attached to said jamb and a rearwardly extending and outwardlyl sloping flange. the juncture of said flanges being substantially at right angles, a door having a front edge .angle member, one' flange of vwhich is attached to the door and the other flange of which is rearwardly bent and outwardlvinclined for engaging under said sloping flange, the construction being such that the'front edge of said angle member is normally spaced from the attaching flange of said angle bar when the door is in closed position toallow for a yield upon impact.

In testimony whereof we have hereunto subscribed our names.

KENNETH J. TOBIN. WILLIAM W. DARROVV. 

